Device for interfacing railway driver advisory system

ABSTRACT

A train management system includes: an on-board server unit of a given train; and a railway operating centre. The railway operating centre includes: (i) a track monitoring unit which monitors locations of trains and statuses of trackside signalling equipment, and creates signalling settings to be enacted by the signalling equipment based on the current train locations and the current statuses of the trackside signalling equipment; and (ii) a timetable updating unit which updates timetables for the trains based on the current train locations. The train management system further includes a calculation module which, while the given train is running, repeatedly calculates a recommended speed profile for the given train compatible with the latest updated timetable for the given train and latest updated signals from the signalling settings. The on-board server unit displays the latest recommended speed profile as advice for the driver of the train.

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims the foreign priority benefit under 35 U.S.C.§119 of EP patent application No. 14177525.4 filed on Jul. 17, 2014, thedisclosure of which is incorporated herein by reference.

FIELD OF THE INVENTION

The present invention relates to a train management system, and inparticular, but not exclusively, to such a system that makes use of adriver advisory system of a railway vehicle.

DESCRIPTION OF THE RELATED ART

A Driver Advisory System (DAS) can calculate an optimized driving speedprofile for a given train based on the train location, trackinformation, the train route and the train timetable. The DAS can thenpresent driving advice to the train driver based on the calculation.Such systems are becoming increasingly important for environmental andcost-saving reasons because of the potential, if a driver follows theadvice, for improvements in safety and punctuality, and reductions inenergy consumption and brake maintenance costs.

SUMMARY OF THE INVENTION

A problem can arise when advice given by a DAS is inconsistent withsignal settings in front of the train. In this situation, the drivershould drive the train based on the signal settings, but the incorrectadvice may distract or disturb the driver. Thus for safety, the advicegiven by the DAS should be consistent with signalling. In addition,incorrect or sub-optimal advice can reduce or eliminate energyefficiency improvements e.g. due to sudden braking when advice isinconsistent with signal settings. It would also be desirable to improveride comfort and reduce brake wear.

Accordingly, the present invention provides a train management systemincluding an on-board server unit of a given train; and a railwayoperating centre which includes (i) a track monitoring unit whichmonitors locations of trains and statuses of trackside signallingequipment, and creates signalling settings to be enacted by thesignalling equipment based on the current train locations and thecurrent statuses of the trackside signalling equipment and (ii) atimetable updating unit which updates timetables for the trains based onthe current train locations wherein the train management system furtherincludes a calculation module which, while the given train is running,repeatedly calculates a recommended speed profile for the given traincompatible with the latest updated timetable for the given train andlatest updated signals from the signalling settings and wherein theon-board server unit displays the latest recommended speed profile asadvice for the driver of the train.

Thus, advantageously, the driver can be presented with real-time speedprofile advice that not only takes into account the latest signalsettings, but also takes into account the latest timetable for thetrain. In this way, inconsistencies between the advice and the signalscan be reduced or eliminated, improving train safety. However, inaddition, the train can be driven at a speed which is optimised in termsof ride comfort, reduced mechanical wear and tear, and overall networkutilisation.

Optional features of the invention will now be set out. These areapplicable singly or in any combination with any aspect of theinvention.

The calculation module can be a part of the on-board server unit. Inthis case, the railway operating centre may further include an interfaceunit which, while the given train is running, sends the latest updatedtimetable and the latest updated signals to the on-board server unit.The interface unit may further include a signalling management modulewhich checks if the signalling settings in front of the given train havechanged, the interface unit sending the updated signals to the on-boardserver unit only when the signalling settings in front of the train havechanged.

Another option, however, is for the railway operating centre to furtherinclude an interface unit, and for the calculation module to be a partof that interface unit, which sends the recommended speed profile to theon-board server unit. In this case, the interface unit can also send thelatest updated timetable and the latest updated signals to the on-boardserver unit.

The on-board server unit may also display the latest updated timetableand the latest updated signals as advice for the driver of the train.

The railway operating centre may further include a track descriptiondatabase which contains information on maximum track speeds. Thecalculation module can then calculate the recommended speed profile forthe given train compatible with the latest updated timetable and thelatest updated signals but not exceeding the maximum speeds. When thecalculation module is a part of the on-board server unit, the interfaceunit can send the information on maximum speeds to the on-board serverunit. The track description database typically also contains informationon track gradients and curves. The recommended speed profile can becalculated to be compatible with this information as well.

BRIEF DESCRIPTION OF THE DRAWINGS

Embodiments of the invention will now be described by way of examplewith reference to the accompanying drawings in which:

FIG. 1 shows an operational background of the invention;

FIG. 2 shows system architecture inside a railway operating centre;

FIG. 3 shows on-board components of a DAS;

FIG. 4 shows functional modules of an interface unit;

FIG. 5 shows a flow chart of a signal management module;

FIG. 6 shows a flow chart of comparing function;

FIG. 7 shows a sequence diagram illustrating a signal update process;

FIG. 8 shows a flow chart of a timetable management module;

FIG. 9 shows an example of a Driver Machine Interface (DMI) display;

FIG. 10 shows the DMI display with signalling light changes;

FIG. 11 shows the DMI display with further signalling light changes;

FIG. 12 shows of the DMI display with a the timetable change;

FIG. 13 shows a sequence diagram illustrating an initialisation processof track data;

FIG. 14 shows a sequence diagram illustrating an update process of thetrack data; and

FIG. 15 shows a sequence diagram illustrating a process of searching fortrain-related signals;

DETAILED DESCRIPTION OF THE INVENTION

FIG. 1 shows an operational background of the invention. In particular,FIG. 1 shows trackside equipment 208, an interface unit 101, a train102, a communication antenna 103, and an on-board server unit 104 whichincludes a driver-machine interface 106 (i.e. a display).

The trackside equipment 208 typically include, for example, signals,points, train detection equipment, and train protection equipment. Basedon timetables and the train locations detected by the train detectionequipment, signalling settings to be enacted by the signals of thetrackside equipment are decided.

A railway operating centre 105 collects the signalling settings and therunning statuses of all the trains in a pre-defined geographical region,which can contain one or multiple railway routes.

The interface unit 101 provides a communications link using thecommunication antenna 103 between the on-board server unit 104 and arailway Traffic Management System (hreinafter referred to as TMS) in therail operating centre 105.

According to a first embodiment, the on-board server unit 104 has acalculation module which processes data obtained from the interface unit101 and optionally also processes data obtained from other train-bornedevices. In particular, the on-board server unit 104 calculates drivingadvice for the train driver according to the obtained data, and displaysthe advice on the driver-machine interface 106. According to a secondembodiment, the calculation of the driving advice is performed by acalculation module of the interface unit 101, which then sends theadvice for display by the driver-machine interface 106 of the on-boardserver unit 104.

The present invention enables the creation and display of such drivingadvice while the train is being run. In this way, the advice availableto the driver can be continuously refreshed.

Optionally, the interface unit 101 can receive information from theon-board server unit 104 so that the TMS is informed of train statuses.This information can be used to improve management decisions by the TMS.

FIG. 2 illustrates the system architecture inside the railway operatingcentre 105. In particular, the railway operating centre 105 includes atimetable planning unit 209, a track description database 206 and theTMS 201.

A track monitoring unit 207 within the TMS 201 has two main functions.Firstly it automatically monitors real-time train locations and statusesof trackside equipment 208 by monitoring an interlocking unit (notshown) that controls the trackside equipment 208. Secondly the trackmonitoring unit sets routes for each train and creates signallingsettings for the signals to avoid route conflicts based on the real-timetrain locations and trackside equipment statuses. The track monitoringunit sends the train routes and signalling settings to the interlockingunit.

A timetable updating unit 202 within the TMS 201 updates the trainrunning timetable, which is originally prepared by the timetableplanning unit 209. The train running timetable created by the timetableplanning unit 209 includes departure and arrival times of trains fromtiming points, including train stations. Under undisrupted runningsituations, trains run according to the planned timetable. Underdisruption, the timetable updating unit 202 predicts feasible arrivaland departure times and automatically creates an updated timetable. Thetimetable updating unit 202 can include a human interface having adisplay unit and an input unit. A human operator can then view theupdated timetable on the display unit, and can adjust the timetable viathe input unit if necessary. In this way, a finally updated timetable iscreated in the timetable updating unit 202.

The track description database 206 stores and manages data about therailway lines. the track description database 206 may be located in therailway operating centre 105. The railway line data can include startingand ending points of track sections, lengths of track sections,connectivities of track sections, locations of points, locations oftiming points, locations of signal lights, maximum line speeds of tracksections, temporary speed restrictions, track gradients, starting andending points of track gradients, track curves, starting and endingpoints of track curves.

The timetable updating unit 202 receives track description data from thetrack description database 206, and uses the data for creating theupdated timetable.

The interface unit 101 receives the updated timetable from the timetableupdating unit 202 and signal updates from the track monitoring unit 207.The interface unit 101 can also receive track description data from thetrack description database server 206.

The interface unit 101 can connect to the train through GSM-R, theinternational wireless communications standard for railway operations.

FIG. 3 shows on-board components of a driver advisory system(hereinafter referred to as DAS). A Driver Machine Interface(hereinafter referred to as DMI) 106 is placed inside the driver's cab.It provides the driver 110 with advice about optimal driving speeds andother relevant information. The DMI can also display upcoming real-timesignaling settings received via the train interface unit 101, updatedtimetables, track speed limits, track gradients, other trains'locations, etc. in order to provide the driver with assistiveinformation. The on-board server unit 104 receives input from theinterface unit 101. The on-board server unit 104 also receives inputsuch as instantaneous train speed and GPS location from other on-boardequipment 107. According to the first embodiment, the on-board serverunit 104 calculates a recommended speed and a recommended speed profile303. According to the second embodiment, the interface unit 101calculates a recommended speed and a recommended speed profile which aresent to the on-board server unit 104. Either way, the calculationresults are displayed by the DMI 106.

FIG. 9 illustrates an example of display contents shown by the DMI 106.The rectangular bar on the left is a speed indicator. The line speedlimit is represented by the height of a white bar 312. The exact valueof the speed limit 306 is displayed at the top of the white bar. Thedisplayed line speed limit is dynamic, depending on the section of trackthe train is travelling on. The speed limit 306 can be sent from thetrack description database 206 via the interface unit 101.

The current speed 307 is represented by the height of a shaded bar 311overlayed on the white bar 312. The exact value of the current speed 307can be displayed at the top of the shaded bar. The current speed 311 canbe sent from the on-board equipment 107.

The recommended speed 305 is indicated by an arrow, and the exact valueof the recommended speed is displayed by the side of the arrow.

A horizontal current location line 308 indicates the current location ofthe train 102 against a vertical journey line indicating upcoming tracksections. The markers on the horizontal line are speed markers. Therecorded speed profile 301 is indicated by a bold line below the currentlocation line 308. The recommended speed profile 303 is indicated by abold line above the current location line 308. The recorded speedprofile 301 is dependent historical record of the actual speed of thetrain. The recommended speed profile is calculated by the on-boardserver unit 104 or the interface unit 101, depending on the updatedtimetable, the track description data, the signal updates, andoptionally train conditions.

Timing point locations (hereinafter referred to as TIPLOC) 304 areindicated by small triangles on the vertical line indicating upcomingtrack sections. The name 313 and scheduled time 310 for each TIPLOC isdisplayed next to the TIPLOC symbol. Names of the TIPLOCs can beextracted from the updated timetable. Although often abbreviated, TIPLOCnames are familiar to qualified drivers.

The current time 302 is displayed to the right of the current locationline 308.

Indicators 309 for upcoming signalling lights are displayed along thevertical journey line at appropriate positions. The updated signals canbe displayed on the signal indicators in the DMI display. In this way,real-time signal changes can be reflected in real-time changes on theDMI display. Driving advice, such as new recommended speed profiles, newrecommended speeds and updated signals, are re-calculated by theon-board server unit 104 or the the interface unit 101 when thetimetable is updated and/or any signalling settings change.

FIG. 4 illustrates the architecture of functional modules of theinterface unit 101.

A communication and control module 113 handles all internalcommunications between functional modules, and all externalcommunications with other units.

The main incoming data from the railway operating centre 105 are trackdescriptions from the track description database server 206, planned andupdated timetables 211 from the timetable updating unit 202, and aninterlocking data file 212 from the track monitoring unit 207.

A signal management module 114 receives and processes the real-timesignalling settings 212. Updated signals are extracted from thesignalling settings and sent to relevant trains.

A timetable management module 115 receives and processes the updatedtimetable 211. Relevant timetables are extracted from all the updatedtimetables and send to relevant trains.

A train register module 116 keeps a list of train IDs of those trains inthe TMS controlled area.

A track data management module 117 manages track data of the controlledarea. For example, the track data management module 117 can keep a copyof the track data. When any track data are changed, the update is sentto the module 117 from the track description database 206.

A train running management module 118 keeps train running statuses,including latest received locations, speeds and predicted arrival times.

A time synchronisation module 119 adjusts the system time when theinterface unit application is started.

A communication and control module 113 manages incoming and outgoingmessages with the trains that are in the control area. It also managesinternal communications between the above-mentioned functional modules114-119.

FIG. 5 shows the working arrangement of the signal management module114. The track monitoring unit 207 in the TMS 201 sends the interlockingdata file 212 to the communication and control module 113, which sendsit to the signal management module 114. The signal management module 114then returns an acknowledgement to the track monitoring unit 207. Uponreceiving the interlocking data, a comparison function 121 within thethe signal management module compares the incoming interlocking datawith the last received interlocking data. If there is no change, thesignal management module waits for another regular interlocking dataupdate.

If there is a change with the interlocking data, the signal managementmodule 114 calls the train register module 116 to obtain a copy of thelist of trains that are currently in the control area. The signalmanagement module 114 then loops over each train in the control area tocheck if the signals in front of this train have changed using acomparing function 123. If the signals have changed for the train beingconsidered, relevant signal updates are prepared by the output function122 to be sent to the train via the communication and control module113. The same process continues to other trains in the current listuntil all the trains in the control area have been tested.

After each train is tested, the signal management module 114 waits foranother interlocking data update.

FIG. 6 shows how the comparing function 123 identifies whether thesignals in front of a given train have changed. The function first callstrain running module 118, which returns the GPS location of the train tothe function. The function then calls the track management module 117with the GPS location as argument. The track management module 117returns the signal IDs in front of the given location. The comparingfunction 123 then compares the signals' settings.

FIG. 7 shows a sequence diagram illustrating a signal update process.When the train drives along the track, the on-board server unit 104 mayrequest signal updates from the interface unit 101. When such a requestis received by the communication and control module 113, the module 113forwards the request to the signal management module 114. The signalmanagement module 114 has a search function 124 that searches for therequested signal and returns the relevant signal data to the on-boardserver unit 104 via the communication and control module 113.

FIG. 8 shows the working arrangement of the timetable management module115. The timetable updating unit 202 in the TMS 201 prepares and sendsupdated timetables 211 to the communication and control module 113,which sends them to the timetable management module 115. The timetablemanagement module 115 then returns an acknowledgement to the timetableupdating unit 202. An updated timetable 211 does not have to be a fulltimetable. It may only relate to trains whose timetables are changed.Upon receiving the timetable data, the timetable management module 115loops over each train that is specified in the updated timetable. Thetimetable processing function 131 prepares data for each affected train.The data is output to the communication and control module 113, whichsends it to corresponding trains.

The updated timetable and the updated signals are displayed by the DMI106, and are also used to calculate a recommended speed profile which isdisplayed by the DMI 106.

Thus, as mentioned previously, in FIG. 9 the signal indicators 309 shownby the DMI 106 can show not only the upcoming signal positions but alsoupdated signal settings. For example, a vertical line on a given signalcan indicate a green signal, a tilted line an amber signal and ahorizontal line a red signal. If the DMI 106 has a colour display, theupdated signal colours can be indicated directly by the colour of thesignal indicator circle.

As also mentioned previously, according to a first embodiment, therecommended speed profile 303 can be calculated by a module of theon-board server unit 104, depending on the updated timetable, the trackdescription data, the signalling updates and optionally locomotiveconditions. For example, the on-board server unit 104 extracts thescheduled time of each TIPLOC (SHPY and BAILDON) from the updatedtimetable. The on-board server unit 104 also extracts the line speedlimit 312 from the track description database, and the updatedsignalling setting of each signal indicator in front of the train. Basedon this information, the recommended speed profile 303 is calculated sothat the train arrives at each TIPLOC on time, the train speed does notexceed the line speed limit 312, and the signals are obeyed. Optionally,the recommended speed profile 303 can be calculated so that the traincan avoid unnecessary acceleration and braking, thereby improving ridecomfort and reducing energy consumption.

FIG. 10 illustrates the display contents shown by the DMI 106 when thesignal settings change without a timetable change. The setting changesare reflected by the signal indicators 309, and the recommended speedprofile 303 is adjusted to reflect the changed signal settings.

More particularly, the middle signal indicator 309 shows amber, changedfrom green, and the upper signal indicator shows red, changed fromgreen. The recommended speed profile 303 is adjusted to a slower speedprofile, because the amber signal could change to red. Without thisupdated signalling information, the DMI 106 would continue to displaythe original recommended speed profile 323. Then, if a driver droveaccording to the original recommended speed profile 323 and did notobserve the amber signal, a safety system may have to be actuated toforce a stop to avoid running through a red signal. This is undesirable,not only from a compromised safety viewpoint, but also because itreduces ride comfort, wastes energy and increases brake wear and tear.

FIG. 11 illustrates the display contents shown by the DMI 106 when theupper and middle signal indicators 309 display red signals, changed fromgreen, and the lower signal indicator shows amber, changed from green.The recommended speed profile 303 is now adjusted to even slower speedsand advises a stop at the middle signal. Again, without the updatedsignalling information, the DMI 106 would mislead the driver.

FIG. 12 illustrates the display contents shown by the DMI 106 when thereis a timetable update. The DMI 106 displays the updated timetable usingthe scheduled time indicator 310, and the on-board server unit 104recalculates and adjusts the recommended speed profile 303 which is alsodisplayed on the DMI 106. In this case, the updated timetable changesthe scheduled time 310 of TIPLOC SHPY 304, from 08:18 to 08:26.Accordingly, the recommended speed profile 303 is changed to a slowerspeed compatible with the later scheduled time, and thereby reducesenergy consumption. Additionally, because the train is slower, it stopsat TIPLOC SHPY for a relatively short time. This reduced stop timeincreases the possibilities for other train to manoeuver using theavailable track and recover faster from disruption, hence the overallreliability of the railway network can be improved.

Without the updated timetable, the DMI 106 would still display theoriginal timetable and the original speed profile 323 based on theoriginal timetable. If the driver drove according to the originaladvice, the train would accelerate to a higher speed compatible with theoriginal timetable (08:18). The train would then stop at SHPY until theupdated timetable time (08:26) was reached. Therefore, the train wouldreach to SHPY too early and waste energy.

In the second embodiment, the DMI 106 shows the same display asdescribed above in relation to FIGS. 9 to 12. However, instead of theon-board server unit 104 calculating the recommended speed profile, thiscalculation can be performed for each train by a further module of theinterface unit 101. The recommended speed profile can then betransmitted to each train, along with the relevant updated timetable,updated signals and track description data, via the communication andcontrol module 113.

FIG. 13 is a sequence diagram showing an initialisation process of thetrack data. When the DAS interface system starts up, the communicationand control module 113 sends a request to the railway operating centre105. Upon receiving the request, the railway operating centre 105 sendsthe full track data from the track description database 206 to thecommunication and control module 113, which forwards the data to thetrack data management module 117. The track data management module 117processes the track data and prepares for each train in the control areathe relevant track data. The relevant data is forwarded to theindividual on-board server unit 104 via the communication and controlmodule 113.

FIG. 14 is a sequence diagram showing an update process of the trackdata. When there is any update of the track data, especially temporaryspeed restrictions or emergency speed restrictions, such updates aresent to the track data management module 117 via the communication andcontrol module 113. The track data management module 117 processes theupdated track data and prepares for each train in the control areaaffected by the track data update the relevant track data. The relevantdata is forwarded to the individual on-board server unit 104 via thecommunication and control module 113.

The track data management module 117 stores the links between GPScoordinates and positions on track sections. If GPS coordinates areinput to the track data management module 117, the track data managementmodule returns the upcoming signals and track data. FIG. 15 is asequence diagram showing the process of searching for train-relatedsignals. When the signalling management module 114 sends the train GPSposition to the track data management module 117 via the communicationand control module 113, the track data management module 117 searchesthe relevant track section and returns to the signalling managementmodule the relevant track data, including signal and upcoming trackdetails.

A more integrated option is for the track data management module 117 tomake a query to the track description database 206 when necessary, butnot to store track data itself.

The train register module 116 maintains a list of train IDs of thosetrains in the TMS controlled area. The train register module 116 canstore a copy of the train list from the TMS. Another option is for thetrain register module 116 to monitor the boundary of the controlledarea. The train register module 116 can then add a train ID to the listwhen a train arrives at the boundary, and remove a train ID from thelist when a train leaves the controlled area from the boundary. Inaddition, the train register module 116 can maintain a record of theon-board server unit 104 connection details for each currentlyregistered trains.

The on-board server unit 104 can send the current location of the trainto the interface unit 101. The communication and control module 113forwards such data to the train running module 118. When the signallingmanagement module 114 checks whether the signal settings are changed forthe train in question, it first calls the train running managementmodule 118 to get the location of the train. When contacted, the trainrunning management module 118 returns the GPS location of train to thesignalling management module 114.

The on-board server unit 104 or the interface unit 101 can predict therunning time of train, based on the recommended speed profile. Thepredicted running time may be sent to the train running module 118. Themodule can then forward such information to the TMS. Optionally, theon-board server unit 104 or the interface unit 101 can send to the trainrunning module 118 a message to indicate whether the timetable can beachieved by the train. The train running module 118 can also forwardsuch information to the TMS 201.

While the invention has been described in conjunction with the exemplaryembodiments described above, many equivalent modifications andvariations will be apparent to those skilled in the art when given thisdisclosure. Accordingly, the exemplary embodiments of the invention setforth above are considered to be illustrative and not limiting. Variouschanges to the described embodiments may be made without departing fromthe spirit and scope of the invention

1. A train management system including: an on-board server unit of a given train; and a railway operating centre which includes: (i) a track monitoring unit which monitors locations of trains and statuses of trackside signalling equipment, and creates signalling settings to be enacted by the signalling equipment based on the current train locations and the current statuses of the trackside signalling equipment; and (ii) a timetable updating unit which updates timetables for the trains based on the current train locations; wherein the train management system further includes a calculation module which, while the given train is running, repeatedly calculates a recommended speed profile for the given train compatible with the latest updated timetable for the given train and latest updated signals from the signalling settings; and wherein the on-board server unit displays the latest recommended speed profile as advice for the driver of the train.
 2. A train management system according to claim 1, wherein the railway operating centre further includes an interface unit which, while the given train is running, sends the latest updated timetable and the latest updated signals to the on-board server unit; and wherein the calculation module is a part of the on-board server unit.
 3. A train management system according to claim 2, wherein the interface unit further includes a signalling management module which checks if the signalling settings in front of the given train have changed, the interface unit sending the updated signals to the on-board server unit only when the signalling settings in front of the train have changed.
 4. A train management system according to claim 1, wherein the railway operating centre further includes an interface unit; and wherein the calculation module is a part of the interface unit, which sends the recommended speed profile to the on-board server unit.
 5. A train management system according to claim 1, wherein the on-board server unit also displays the latest updated timetable and the latest updated signals as advice for the driver of the train.
 6. A train management system according to claim 1, wherein the railway operating centre further includes a track description database which contains information on maximum track speeds, and the calculation module calculates the recommended speed profile for the given train compatible with the latest updated timetable and the latest updated signals but not exceeding the maximum speeds. 